Driving-gear and transmission



J. I. UM'STED\ DRIVING GEAR AND TRANSMISSION. APPUCATION man 1u1Y s611911.

2 SHEETS-SHEET l.

1.1. UMSTED. DRIVING GEAR AND TRANSMISSION.

PPLICATION'FILED JULY 30.19I1.

Patented June 1o, 1919.-

2 SHEETS-SHEET 2' s Persa: ce.. nuotwumo., wnsnmanm n c UNTTED sTnTEs PATENT onirica', f

rJUnD Unseren, or DAYTON, IOWA.

nnrvrive-enen yAnn TRANSMISSION.

To all whom vt-may concern v "Be it known that I,-JUDD citizen ofthe E`United lStates of America, and Vresident of LADayton, ebst'erv county,

VvIowa, have inventedy anewiand usefulk Driv'- ing-'Gear and lTransmission, yof which the V' following is a-speciication.

The object of this Iinvention isto'provide improved means, for` vdriving four wheels of a motor carriage conjunctively Vsubject only to yariations' through differ'- ential gearing. f j

A further` object of this invention is to provide an improvedconstruction for trans mission -mechanism' twhereby tpower may be transmittedv in varyingl speeds to the traction devices; the speed of thefront and reark axles or ldrivingl shafts in said" axles being the-same. L v .Y

A further object of this invention is to provide `means'for-'taking power from a transmission 'mechanismfinf opposite` directions'. 1 l" Y A furtherobject of this `invention lis to provide 1 umtarytransmission ymechanism common' to a multiplicity of l followers adapted to be 'driven through said mechanismat the same speed. e

A V'further object of. this'- invention is to provide a unitary -transmission `mechanism common to )a lmultiplicity of followers adapted yto be driventhrough said mechanismat the same speed; thetransmission mechanism :being adapted "for varying such speed and the direction of application thereof, such as low, intermediate, high and reverse;V

e' My invention; "consists in 1' the-construe? t1on,'arrangement and 'combination of ele# n mentsV hereinafter set `forth,l pointed out lin vmyV claims and illustrated .by the accom-v panyingdrawing,in vvhichl y Figure jl is a front'elevation, partly in section, of f a transmission mechanism and gear, power transmission device embracing my improvements. FigljQnis va plan of the same partly in section, aportion of a gear and a portion of aV shaftbein'g'broken yaway to revealan underlying gear. Fig. 3 is a cross-section" on the indicated line S-.v-S of Fig. 2. Fig. 4: is avdetail plan,4 partly in section, 'of' a' portion of the front axle assembly, steering mechanism and differential gearing therefor.

In the `construction of the apparatus as shown it is assumed that a 'chassis will be I. UMs'rnn,

f Specification of Letters Patent. yPatentedJn-11e 10, l1919,. l Application filled July 30, 1917. Seral'liol 183,416. f Y

employed havingsuitable traction wheels,

connected by suitable means toI steering Y wheels of the chassis.

They transmission mechanism is carried in and' by a housing 10, which is here shown conventionally and'may be'varied atv will as to size, shape and constituents. v The'casingv l() may be located at any suitable place, preferably nearer to the engine than to the rear axle and within reach ofthe driver for convenience in operating." It is to be understood, however, that this is not important slncei't is now common and well known to e connect spaced controllers and transmission devicesby suitable rods.` A driving shaft 11 1s Journaled 1n thetransmission case orV hou`s` ing 10 and is yadapted to'be connected at one f end, preferably'the upperend as shown in Fig. '2, .to the crank shaft of the prime mover (notfshown), and such connection maybe in any suitable Way and span any desired d'istarn'ze.v Jack shafts or countershafts-12, 13 are ournaled in the transmisf sioncase orjhousing 10 parallel with the driving shaft111. 'Allof the shaftsV 11, 12, 13 .are securedagain'st endwise movement in thelhousing. Thejack shaft '12 is adapted ,to be secured at one end, preferably the lower end in Fig. 2, to a power transmission shaft, of common form (not shown)v leading to fthe differential mechanism above men` tioned as-being included in the rear axle assembly ,oflthe chassis, and such connection maybe ,made in any suitable manner and lspan anydesired distance. A stub shaft 14 is mounted parallel with the shaft 13 outside of the-housing 10 and sprocket gearing 15 connects said shafts, preferably at the forward end as shown at the top of Fig. 2. The stub shaft 14- is adapted to be secured by a connecting shaft or driver (not shown) of common form'to the driving member 152t 59 apart rlongitu linally thereof.The pinions of a differential gear assembly (Fig. 4) included in the front axle assembly. The differential gear assembly in thel front axlev assembly is identical in construction with that. common andwell known in use on rear axle assemblies of motor cars and is here shown conventionally.without respectto re-V finements in detail of manufacture .or ar-y rangement, and it is its function to drive frontaxle membersv 16, 17 on the outer ends of .which are mounted spindles carrying steering. wheels of thechassis, one of said spindles beingshown and designated by the numeral 18. The spindles 18 are provided Vwith steering arms, one of which is shown and designated by the numeral 19 in Fig. v4,

andsaid' steering arms. may bepivotallyconnected by a steering rod 2O .adapted to be acted uponV and reciprocated or held in any given position by manually operated steering mechanism partly shown in conventional formfaiiddesignated by the numeral 21.

' `.lhefouter ends ofthe axle sections 16, 17

nieralf171. g

yeke 17 a and the spindle 18 is formedwith are formed''with yokes, one of which is' shown in Fig.4 and designated byfthenu- A block 17b is pivoted in the ja.fork V18a at right angles to theY fork-17,

-which embraces the'bl'ock 17 b and is pivoted' thereto. The'axes oflai'ticulation ofthe fork 17.1) andyfork'lSa are thus arranged at right angles to each other.v The spindle y18 alsois y .formed with a peripheral flange 18b vand the -crank arm 19 embraces the 'shank ofthe' 'spindle between saidfl'ange and the fork 18a means of a clamping yoke 19a. vThus is provision made for rotation of the shank of the spindle y18 in the clamping yoke of the crank arm 19 and such construction .permits of the rotation of the spindle `and axle regardless of thealinement or inclination of the spindle relative to the axle. Suitable provisionV may be made iii connection with thehousing of the axle members 16, 17 for Vmaintaining approximately horizontal posi-` tioning ofthe spindles, suoli construction beying common and well known and illustrated 'in Letters Patent No.9aa795 0i 1,012,936;

l APinions 22, 23 and 24V`of varying 'sizesf are mounted onthejack shaft13 and spaced 22, -23are'fiixed to the shaft 13-.while`theV pinio'ii24' is mounted'fo'r reciprocation on frsaid shaft.` lPinions 25, 26, and 27` are site to but disconnected from the pinions 22,

mountedV on the jack shaft 12 laterally oppo- 23 and 24. VThe pinions 25, 26 are fixed to the shaft 12 whilev they pinion 27 is arranged for reciprocation on saidshaft. A driving gear 28 is mounted'rigidly on the driving shaft 11 rand adriving'lgear 29 is mounted for -reciprocationl on Vthe driving shaft 11.

A three-armedclutch spider 30 lis fixed to a shifting rod 31 mounted for reciprocation in the housing parallel with the shaftsr therein and the extremities of the arms of said spiders are forked or otherwise suitably constructed to engage portions of the'pinions 24 and 27 and the'drivinggear 29 and shift them longitudinally of their respective shafts at times. Anl internal gear 32 is Journaled lin the housing or transmission case 10 and surrounds all of the shafts therein. A. pinion 33 is mounted'rigidly on the jack shaft 12 and meshes withthe internal gear32. Arpinionv34 is fixed to the jack .shaft 13 and meshes .with the internal gear A driving gear 35 is mounted for re-` ciprocation on the driving shaft 11V and is adaptedv to mesh at .times with the internal gear, with the pinions. 22 and` 25, orjbe at restbetweensaid gear and pinions, selectively.VV A shifting arm 36 is mounted on a shiftingrod 37, the latter being mounted for reciprocationin. tlie ,transmission case 10 parallel with the shifting rod 31 and shafts seV in said. case. ,The shifting rods 31 and 37 project through and outsideof theV transmission case `orhoiising and are formed Vwith upwardly extending spacedl studs 38 arrangedrin .pairs on their outer ends.A .An operating bar 39 is mountedfor oscillation rotatively on itslongitudinal axis and also is arranged for rectilinear reciprocation in suitable bearings 40 which may be carriedby the transmission case 10, VA shifting lever or controller l'41 is fulcrumed by meansof 'a ball 42 on its lower end in anfarcuateichannel or groove 43formed in and opening upwardly from a bracket'44, Vwhich may be Y10o i V.carried by thetransinission case 10. The Y' shifting leveror controller 41 is secured to the outl. end portion ftheoperatiiig bar 39 as by extending said lever loosely through a slot 45'111 and arranged longitudinally of Y saidy bar. An ,H-slot housing Vr(not shown) of common form" may be s uperposedv relative to the bracket 44, and/in embracing relation t0 the leveror controller41-to guide the operator in manipulating the lever..VV The operating bar 39 is formed with upwardly extending hooked, ,arms I o rhooks 46, 47

llO

spacedV apart,A and having'V their .extremities 'V Vturned awayffrom eachother. Thelhooked arms 46, V47 Vextend across the horizontal plane of the shifting bars Bland 37A and are adaptedvto extend selectively within pairs of the'studs 38. In one position of the op-A Y through tliegear 28 to vthe pinions 24 and 27 to the end ofvrotating the shafts` 13 and 122 respectively inV the ,same directionand at approximately the same speedy as Ithat of the engine shaft, although :it maybe ,reduced *or increase'diby varying the sizeof the'drivling gearf28frelative to a size common'to said pinions. WVhen 'itis desired to shift from -highto intermediate speedv the Ylever '4I is moved'rearwardly at its upper end and the d ball l42 travelsfromfth'eend shown to the Vcenter of the channel 43. Such movement y off the'lever 141 turnsV the operatingbar- 39 on its axis and-causes the arm 46 to move the shifting "bar 3lrearwardly. vThe shifting bar 3llin lturn moves the spider -30ftoward the centero'f' the transmissioncase andwithdraws the -pinions L 24 rand-4271 from meshing witlrthe drivinglgear.22S-and also moves the driving'- gear' 29 neare'r tothe pinions and y 26. Y A continuation ofrearwardmovement of thelupperlend-of thelever 4l' causesthe shifting bar 3l and spider"30 tomove-the driving gear 29 into mesh with the pinions 23 and 26and said pinions 23 and 26 being of relatively larger diameter than the pinions 24 and 27, and the gear 29fbeing of relatively smaller diameter than the gear 28,the"speed transmitted by such meshing is reduced relative to the speed of the engine. When it is desired to vary the speed from intermediend (the ball 42Atraveling toward and to the rear end of the channel 43), thus turning the bar 39 on its axisand causing the hook i' 47 to move `the shifting bar 37 and spider 36 so as to bring the driving gear 35 into mesh with the pinions 22 and 25. The pinions 22 and 25, being of a common diameter greater lthan that of the pinions 23 and 26, and the driving gear 35 being ofless diameter than the driving gear 29, it follows that the speed transmitted by this connection will be less than the speed next previously described in proportion to the speed of the driving shaft. vWhen it is desired to shift from low to reverse, the movement of the lever 4l is rearwardly at its upper end so as to causewthe bar 39 to rotate on its axis and move the shifting bar 37 and armr36 so as to disengage the driving gear 35 from the pinions 22 and 25 and bring it into mesh with the internal gear 32. Inasmuch as the Y internal gear 32 is at all times in mesh with the pinions 33 and 34,such engagement of the driving gear 35 therewith reverses the direction of travel of the jack shafts l2 and 13 and all of the following mechanisms connected therewith. Disengagement of the gearsm'ay 'be' eldectedat any `time by forward-or rearward movement' of the'lever 4l lto fneutral position, -and disengagement of a'll ofthe transmissionldevicesfmay be effecte'dlby-inoving the lever to an upright cir/neutral position in respect of inclination V'ra'lity of vcountershafts parallel therewith, said countershafts being adapted *for respective connection to followers to be driven, a driving gear-fixed to the driving shaft,

'gears feathered to the vcountershafts and adaptedl to be engaged with said drivinggear, gears Vfixed to said countershafts and differing in size from the feathered gears, and

means for Vconnecting the latter gears with .the vdriving shaft when'the Yfeathered gears are disconnected frointhe` drivinggear.

` 27. In a driving gear and transmission, the

combination of a driving shaft-and av plurality of countershafts lparallel therewith,

said countershafts being adaptedfor respec- -ltiveconnection to followers to be driven, a

driving gear fixed to the driving shaft, gears feathered tothe countershafts and adapted to be engaged with said driving gear, gears fixed to said countershafts and differing in size from the feathered gears, means for connecting the latter gears with the driving shaft when the feathered gears are dis-b connected .from the driving gear, further gears fixed to said countershafts and differing in size from the former gears on said countershafts, and means for engaging the latter gears with the driving shaft when the former gears are disconnected. f

3. In a driving gear and transmission, the combination of a driving shaft and a plurality of countershafts parallel therewith, said countershafts being adapted for vrespective connection to followers to be driven, a driv ing gear fixed to the driving shaft, gears feathered to the countershafts andadapted to be engaged withsaid. driving gear, gears fixed to said countershafts and differing in size from the feathered gears, means for connectingv the latter gears with the driving shaft when the feathered gears are disconnected from the driving gear, further gears fixed to said countershafts and differing in Vsize from the former gears on said countershafts, means for engaging the latter gears with the driving shaft when the former gears are disconnected, an internal gear surrounding all of said shafts, and gears fixed to the countershafts and meshing continuously with the internal gear, said last mentioned f gears being adapted for connecting said internal gear with the driving shaft when all of the former gears on the countershafts are disconnected from said driving shaft.

. 4. In a driving gear and-transmission, the

-combinationof a driving shaft and a plurality of countershafts parallel therewith, `said .countershaftsbeing adapted for connection respectively to separate followers, a primaryV combination of a drivingshaftand a plural- .y

ity of countershafts parallel. therewith, `said countershafts being adapted for connection respectively to separate followers, a primary driving gear Vfixed to the driving shaft,

Y primary follower gears feathered to the v Y (.oiaies `of thisfrpateiit may be obtained for countershafts and adapted for engagement with the primary driving gear, secondary and tertiary followerk gears fixed to said countershafts, secondary and tertiary driving gearsv feathered to the driving shaft and .adapted for selective engagement with the Y :secondary and tertiary follower-gears, re-

verse gears fixed to said countershafts, and an internal gear meshing with said reverse gears, the tertiary driving gear being adapted for engagement with said internal gear.

Y k6. In a drivingY gear and transmission, a

plurality of countershafts adapted to be driven in the same ldirection at selectively varying vspeeds relative to the speed of a driver, one ofsaid countershafts being adapted to be connected directly to a follower, and sprocket vand chain gearing adapted to connect the other countershaftto a-'separate follower.

Y Signed by me at Dayton, day of July, 1917. V Y

JUDD i. UMsTED.

Iowa, this 14th live cents each, by addressing the Commissioner of Patents, Washington, D. C3 

